Automatic train-stop.



WITNESSES & 465% M. 8. BULLA.

AUTOMATIC TRAIN STOP.

AHLNZATHIN FILED DEC. 14, I916.

Patented May 2!, 1918.

INVENTO/i' By M it A TTORNEIS MELIBERN' 1B. BULLA, OF EL PABO, TEXAS.

AUTOMATIC TRAIN-STOP.

To all whom it may concern:

Be it known that I, MELBERN B. Born, a citizen of the United States, and a resident of El Paso, in the county of El Paso and State of Texas, have invented a new and Improved Automatic Train-Stop of which the following is a full, clear, and exact description.

This invention relates to automatic train stops of the general type covered by Letters Patent of the United States, issued to me on November 7, 1916, No. 1,203,970.

Among the ob'ects of the present improvement is to simplify the construction whereby fewer magnets and changeable switches a re necessary.

Another object of the invention is to provide automatic train control mechanism including ynormally closed circuit, the breakage or disarrangement of an part of which will insure the stop ing of t e train.

A still further 0 ject of the invention is to provide a means whereby, even though it the automatic stopping mechanism is controlled by the normal] 'elosed circuit, yet the engine driver is ena led to pass a danger point if required to do so under orders without initiating the action of the automatic stopping mechanism.

With the foregoing and other objects in view the invention consists in the arrangement and combination of parts hereinafter described and claimed, and while the invention is not restricted to the exact details of construction disclosed or suggested herein, still for the purpose of illustrating a practical embodiment thereof rcfierencais had to the accompanying drawings, in which like referencc characters desi ate the same parts in the several views, an in which- The figure is a side elevation of my improvement, showing the devices carried in a casing; in the locomotive cab and indicating diagrammatically the electric wiring and contact devices.

Referring now to the drawing and to lay a substantial basis the novel features,I'will refer brie y'to the Specification 0! Letters ream.

vious patent above mentioned.

for the descri tion' of;

Patented Ma -e1, 191s.

" Application filed December 14, 1810. Serial No. 13 8391.

13' pivoted at-14 and having a rod 15 connected to the piston of a motor cylinder 16,

similar to the device disclosed in my pre 17 indicates a branch pipe, normally:

charged with compressed air either from the train line or the pipe 11, such pressure, however, being retained by means of a valve'18 held normally closed against the force of a spring 19. This spring in connection with the force of gravity tends to open the valve 18 so as to permit the com ressed air in the piped! to pass through t e ipe 20 to the motor cylinder 16 and at t e same time throu h a branch pipe 21 to actuate thethrott e lever or any other part desired to be operated simultaneously with the setting of the brakes. 22 indicates a pipe communieating with the atmosphere and normally communicating with the pipe 20 so that any leakage of air through the valve 18 will be dissipated rather than actuate the piston in the cylinder 16. The opening of the valve 18, however, serves to close the outlet pipe 22. 23 indicates a magnet whose armature 24 is connected to the valve 18 by means of a link 25 and, acting as a lever of the third class, shaves when the magnet is energized to hold the valve in its normal closed position. The moment,however, that this ma net is deenergized, the spring 19 snaps t e valve 18 open, overcoming thereby any residual ma'gnetism in the core of the'magnet.

26 representsanysuitable battery carried in any convenient place on the locomotive, the energy from which is depended upon to normally energize the magnet 23 and hold the valve closed. The courseof suchenergy from the battery is through a.wire 27, a shoe 28, and wire 29 to and through a pilot,

,net 30, wire 45, armature 44, and contact thence through a wire 3-1 to the magnet 23, thence throu h a wire 32, contact piece 83 and wire 34 ac]: to the battery.

I provide a brush 85 along the track adapted tobe struck by the shoe when the through wire 27, the shoedotted line position bridging "the lever formed by the engineer and on the other side, the wire 34, contact piece 3?, switch blade 37, contact piece 38 and wire 39 to the ground at 40. This breaking of the circuit through the magnet 23 allows the spring 19 to open the valve l8, ad.mitting com ressed air from the pi e '17 to the motor cy inder 16 which opens t e main valve at 12, causing the application of the brakes. A record of this openin of the valve will be made at the counter 41 t rough 13 and link 42. The magnets remain deiinergized until the system is restored which is accomplished by the oscillation of the'lever 43 to which the switch blade 3'1 is connected. -This action is perby hand. It is to be noted that the armature 44 of the magnetfil) acts as a switch blade between the wire 45 and the contact point 46, from which the wire 81 leads to the other magnet. The wire 45 is normally idle, being connected to the contact piece 47 adjacent to another .contact 48 having connection throu h the wire 49 with the battery line sprin 50 connected to the armature 44 tendsto t row the armature away from the magnet and the contact 46. To restore the magnet armatures to their normal position, the switch blade 37 is swung to the the gap between the contact pieces 47 and 48, atwhich time the energy from the battery will pass through themagnet as follows: the battery to the wire 27, shoe Y28, and wire 29 on one side and wires 34' and 49 contact piece 48, blade 37,- contact piece 47, and wire on the other side. As soon, therefore, as the magnet 80 is reenergized in this mannor, the lever 43 will be withdrawn from the contacts 30 will again bring the valve magnet 23 into circuit asiollows: battery 26, wire 27, shoe 28,,wire 29, magnet 30, wire 45, armature 44, contact 46, wire 81, magnet 23, and wires 32 and 34.

If the engineer is authorized to pass a danger point without stopping the train, he may do so bywithdrawingthe switch blade'37 out of its normal position, so as 47 and 48, and the pilot magnet not to bridge either air of contacts, such action bein records at the counter 51. The groun circuit at this time will be broken at 38, and hence even though the shoe should strike the brush 35, the normal condition of the magnets will not be disturbed.

I claim:

1. In an automatic train stop, the combination with a brake air line, a valve normally closing the same, a fluid pressure motor connected to the valve for opening the same and means controlling the delivery of pressure fluid to the motor including a normally closed valve, of a source of energy, a plurality of electromagnets normally arranged in series in circuit with said source of energy, one of said magnets having an armature connected to the latter mentioned valve holding the same closed against the force of means tending to open it, means to cause said magnets to be deinergized simultaneously when a danger point is passed, and means under the control of the engine driver to reiinergizc the magnets, one in advance of the other to restore the parts to normal running position.

2. In an automatic train stop, nation with a train air line and means to control the delivery of air therefrom for stopping the train, of electromagnetic means to'control the air control means, said electromagnetic means including a plurality of electromagnets, a battery common to both of said ma ets, connections between the magnets an the battery causing both magnets to be normally energized in running gosition, means to cause the simultaneous eiinergization of both magnets when a darn ger point is assed, means between one of the magnets an the air control means to prevent the flow of air when the magnets are energized means independent of the latter mentloned magnet to reiinergize the other magnet, and means between the magnets serving to cause the one magnet to be reenergized before the other to restore the parts to normal position.

MnLnnnN B. BULLA.

the combi- 

